Other letters used as suffixes are:
"L" - Has thirdrail shoe and can operate as a straight elelctric locomotive.
Example: New Haven's FL-9.
"P" - Passenger. Has a steam generation unit. Examples are: FP-9, SDP45.
"H" - Has HEP unit, which generates electricity for modern electric based
passenger equipment.
"T" - Tunnel Motor. These were special units with a repositioned radiators
and intakes. Designed for heavy tunnel and snowshed use. Only customers were
the SP and D&RGW. The only models were the SD40T-2 and the SD45T-2.
"X" - Experimental.
"-2" ment that it was of the Post 1972 generation that contained computer
assisted operations.
"M" - Has the modern wide cab used first on 1969's DDA40X. The "A" orginally
refered to this cab. Became a legal requirement in Canada, and now is
standard on US locomotives.
"AC" - Traction motors run on Alternating Current. There are also
traditional DC locomotive built to order.

I'm trying to figure out exactly what colors were used for the 1935 twin-unit diesel, built for the first Super Chief. Two sources seem to differ on the color of the stripe below the belt rail.

A painting in The "Super Chief, Train of the Stars" by Stan Repp shows this stripe as a darker shade of red, compared to the scarlet stripe that ran from the headlight along the eve line.

A colorized photo in "The One-Spot Twins" by Larry E. Brasher shows the stripe as black.

Photos shot on orthochromatic film, with heavy red filters, show the upper stripe as nearly white, but the lower stripe is much darker. That leads me to believe black to be the correct choice.

Also, Brasher states that when the locomotives came back from rebuilding, after the fire in Unit-A, the body changed from the greenish color worn when built, to a tan shade. Can anyone confirm this?

One more question. When repainted for use with the 1937 lightweight Super Chief, what color did they paint the lower sides?

Sources say the bodies and roofs got a coat of Aluminum, and the stripes became "Warbonnet Red". In pictures the lower sides look darker, which makes me think Santa Fe painted them black. However, they could have left them in the original "Sarasota Blue", but that would have given these engines a Bicentennial look.

Larry Brasher responds:

Hello to All,
Thanks, Andy. These are good questions.
The early 1936 color change from Super Chief Golden Olive to tan was described in my father L. J. Brasher's memoirs, the basis for The One-Spot wins.

In 1975, shortly before his death, dad had sent a detailed color guide to Stan Repp showing the Twins as built in 1935 and reflecting the change to tan used in service in 1936 and 1937. I cannot vouch for the authenticity of the colors in Stan Repp's painting.

The change to the tan color was also described as "pink" in schematic sketches made in 1936 and found in 1999 in the Richard Scholz mechanical engineer files.

The before and after colors described in The Twins are from dad's detailed description.

In 1935 The One-Spot Twins were delivered with the roof in Cobalt Blue with a Pimpernel Scarlet stripe, the scarlet stripe was set off with black instripes. The body was in Super Chief Golden Olive, "an olive green body color, very olive with a green cast". The lower body, skirts and truck shrouds were a "Sarasota Blue, not Cobalt Blue or Saratoga Blue, but a deep marine blue with a little red in it, but not to the purple or violet cast." A black pin stripe also separated the Sarasota Blue from the Super Chief Golden
Olive body.

After rebuilding in December 1935 and January 1936, the body color was changed to a tan, eliminating the Super Chief Golden Olive. The Twins wore the tan color scheme until they were repainted aluminum for
service with the new lightweight stainless steel equipment introduced for the Super Chief in 1937

The photo appearing in The One-Spot Twins has not been colorized. It is a reproduction of the black and white photo that was indeed colorized by the Santa Fe, and was used in PR releases briefly; a few of them may still be around.

The photo is also on the cover of John McCall's Early Diesel Daze.

The original colorized photo was displayed outside John Purcell's office for a time.

The colors shown are probably not completely accurate; the retoucher undoubtedly worked from a limited palette, and should not be considered anything as guidelines.

John McCall is the authority on the final color of the Twins in May 1937 as they were repainted for service with the new lightweight Budd consist. I have no reason to suspect that they were not painted overall aluminum with scarlet and blue trim as he describes in Early Diesel Daze.

Also I cannot comment on the shade of blue used as both blue colors were in inventory at Topeka, left over from the never completed attempt to paint the heavyweight Pullmans to match the Twins in 1935.

Other questions answered if I can.
Larry E. Brasher

44 Ton - by GE, 1942-1944, 9 built, road numbers 460-468 (In G, USAT 44 tonner R22157, road number 1205, where the heck did they get that?) Picture of USAT 44 tonner I don't think it was ever in blue and yellow like the USAT on.

I was going through my 1988 motive power annual today and they have a nice section covering the surf line. In this section the have 2 photos of 466 from 1946 with orange safety stripes. Does anyone know how long the 466 lasted with the orange stripes.

There's another B&W photo of 466 in orange stripes on p. 189 of Early Diesel Daze. Alco "HH600" 2301 got the same treatment. I've never seen anything official, but my guess is these units didn't last too long in that getup. There's a 1949 photo of 2301 in "standard" aluminum stripes in that same Santa Fe 1988 Motive Power Pictorial, and 466 likely didn't escape the 40's with orange stripes, either.

By the way, the B&W photos suggest, and a recent color photo of 2301 on EBay confirmed, that the diagonal stripes were orange, but the horizontal pinstripe, lettering, and emblem were aluminum. Basically, take the scheme modeled by 462 as it's preserved at Niles Canyon, delete the frame stripe, and add the orange diagonal stripes to it.

Looked a bit like PA with long swept back nose. Had one headlight in July 1953, but I have a photo with 2 headlights dated May 1957. Note that some of this specification were returned to the factory for rebuilding to the DL109 and DL110 specification, notably Southern Railway who had them rebuilt in the first year and a half.

Delivered in May 1941. Alco upgraded the specification to DL109/DL110 in December. The first specification that was actually built and delivered by Alco appears to be DL-103 The Santa Fe units were originally built with GE 726F1 motors, but it appears that the ATSF locos were later upgraded with GE 730 motors. (F1 means 6th iteration). Several books say the locos were shipped with 40" wheels, but a drawing of the loco with the newer motors also shows 41" wheels.

E1A and E1B - by EMC/GE, 11 built, 1937-8, road numbers 2LA-4LA, and A units 5 through 9 - all later rebuilt to E8m units. The old GE generators would not stand more than 2000 h.p. , hence the "m". Also note that the noses had a freight unit pilot.

E6 - by EMC/GE, 7 built, 1940, road numbers 12LA-13LA, 14L, 15LA, many had dual sealed beam conversions from the single bulb as originally fitted. These were made by Pyle National company. It appears that these were fitted to the E3's too.

"E" stood for "Eighteen Hundred," which was the Horsepower rating for the
original E Units.

In John McCall's "Early Diesel Daze" he describes the rebuilding of the E1s into E8Ms as follows: "They emerged with most things brand new...about all that was used from the old units were the General Electric main generators and the trucks. New 567 engines and new boilers were encased in an E8 carbody (E8M in this case). The new badge plates retained the old builder's number, old build date, as well as the new rebuild date>"

The Santa Fe E8m A&Bs were rebuilt from their E1 A&Bs in 1952-53 at EMD using the 2000hp engine, EMD 567B not the 2250 stock engines used E8, this is way they have the m. The first rebuilts 2L, 4-5L (L was used on the A units and A was used on the B units), before the rebuild was finished all units were renumbered into the 80 class (80L-87L and 80A-84A). In 1958 they were used in Texas, Oklahoma, Colorado and, in and out of Kansas City. The lash ups were A , AB, ABB, AA and even they used a A,B and a F7 B combo. I have even seen a F7L-E8A-E8A-F7L. 82L was scrapped in 8/13/1959 the rest went to EMD in 1969 for trade in.

the E8's included the (repeatedly) rebuilt one-spot twins as well, as B units 83A and 84A.

Their initial service in California included 83L (and maybe others) running on the San Diegan, and 80L, 82L, 85L, 80A and 81A on the Golden Gates (see John Signor's article in the Warbonnet 1st Quarter 2005). The book by Duke and Kistler, Santa Fe - Steel Rails through California, has 80L leading an E8B and a F3B or F7B on the Golden Gate (p.99).

After moving east, 80L got the Amarillo-Lubbock run until its demise in 1965. 84L was assigned to the El Pasoan (El Paso to Albuquerque). In my books (Goen SF in the Lone Star State, Worley Iron Horses, Stagner Facilities) 82L, 83L and 85L are repeatedly seen on the Dallas Section of the Texas Chief. 87L leading an E6B and a second E8A appears in one photo on the Kansas Cityan in '64, and 83L leading 12A and 81A in another photo of the same train in '66. The most unusual appearance is in Goen's book: An E6A-E8B-E8A consist works as helper in front of a F7 quartet on a long freight train ... Other trains beyond those mentioned here and in the other answers that saw E8 motive power included the Ranger, and trains 27-28 and 47-48.

Only one set ABA, lead unit #90, 6000 hp, no model number only known as Eire-Builts, received in June 1947, maintenance problems, removed from transcontinental service, sold to GE for new diesel in 1963

90LAB - only 3 were bought by Santa Fe. They did not do well for the Santa Fe, prime mover problems, apparently oil would collect in the lower cylinders while idling and results in spectacular clouds of blue smoke. 2000 horsepower, 10 cylinder, opposed piston. Used on the Super Chief and the San Diegan

"F" stands for "Fourteen Hundred," which was the original horsepower rating
for the carbody type starting with 1939's FT. The "T" in FT may have ment
"Teen" according to author Wally Abby. Modern "F" units are "cowl" units. A
great example is the Amtrak F40PH.

Some interesting information from the July 2008 issue of "Railfan & Railroad", an atricle by Preston Cook (courtesy of Ted Doskaris)

Basically, he states the FT (the T meaning) was not defined in official documentation as to what it meant; however, he goes on to state "it was generally assumed to signify horsepower as in thirteen hundred and fifty since the units were produced near the end of Electro-motive's use of horsepower-based models names".
But there is more: as the word "tandem" could also have been the meaning of the "T" as to distinguish the draw bar connection of the locos.
He goes on to state that the term "FS" (S = single) was used in versions of these locos to signify they were equipped with couplers - like that of Santa Fe units.
He states:
'Let's take a look at what this gives us:
Single Model F with couplers = FS
A-B Model F with drawbars = FT
A-B-A Model F with drawbars = FT
(The "B" unit is the shortened FT-SB)
A-B-B-A Model F all with drawbars = FT
(Some where built this way)'
The Northern Pacific # 6000 4 unit FT A-B-B-A set had all drawbars - no couplers between them. This was opposite to Santa Fe's A-B-B-A sets having all couplers between the units, hence the rightful term would be "FS" in the case of Santa Fe but for not this designation followed after Santa Fe took delivery of the first units made this way.

The FT "B" units made with drawbar connection to the "A" units did not include batteries or a hostler control, whereas the FS "B" units had batteries and hostler control.

The article also ends with the FL9. The "L" meaning "long distance". It turns out this loco was first conceived to carry extra water for the steam generator for long distance passenger use. It originally had the front Blomberg two axle truck and an SD9 type 3 axle rear truck to match the same wheel size as the front truck - though in this application with an idler center axle. No railroad apparently was interested in buying it so it never saw service.
It was the New Haven that got FL9, but having a front 2 axle Flexicoil truck that could accommodate the electric pickup shoes that the Blomberg trucks could not accommodate.

F3 - by EMD, 1946, 92 built, 16LABC-36LABC pass, 200LABC-201LABC frt, passenger locos were delivered with twin Leslies, in early 50's they were replaced with Nathan or Leslie 5 chime. By 1962 all were Leslie 5 chime S5TR. Freight F3s were twin Leslie A200-156***** USAT in silver and blue warbonnets

16L-36L, 16A-36A, 16B-36B, 16C-36C

37L-47L, 37A-47A, 37B-47B, 37C-47C

The majority of the 16 Class F3's indeed were retrofitted with Leslie S-5T-R's;however, photographic evidence also suggests there were exceptions with some receiving Nathan M5R24's during their careers. A couple of examples are the 19C and 30C appearing in Marvel's "Santa Fe-all the way".

Jan. 25, 1948: A Santa Fe diesel passenger locomotive hangs over Aliso St. after running off the end of its track at Union Station. The locomotive had just been unhooked from the El Capitan passenger train from Chicago at 8:45 a.m. when the accident occurred.

This image of the unlucky locomotive became the lead art on the front page of the next morning’s Los Angeles Times. A non-byline story accompanying the photo reported:

A gleaming 600,000-pound four-unit Santa Fe Diesel passenger train locomotive “overshot the field” at Union Station yesterday and stopped just short of making a crash landing in Aliso St. 20 feet below.

It halted with a third of the 150,000-pound leading power unit hanging in the air, leaning on a Pacific Electric pole it pushed to a drunken angle. …

No one was hurt, but an Army motor pool car driver for McCornack General Hospital, Pasadena, escaped probable death only by a bit of quick driving action. Pfc. Wayne A. Schmidt, 19, … of East Los Angeles, the Army man, had driven to the station to pick up some patients.

Schmidt was directly in front of the locomotive when it ran out of track, ran over the steel bumper and started for him. The locomotive, moving at what trainmen said was “two or three miles an hour,” struck the light car in the side. Schmidt jammed it into low gear and, as hie said, “gunned her out of there.”

A moment later the ponderous engine had rumbled across the 12-foot-wide concrete roadway and ground throughout the foot-wide concrete barrier. …

Five hours later, with the help of a 250-ton crane, the locomotive had pulled itself back on the tracks and was taken to the roundhouse for inspection and repairs.

It appears from photographic evidence the first units in the 2650 class were delivered with split Leslie A125, A200's (one front, one rear). However; the horn type varied over the three year delivery period from 1950-1953. Many had the classic Nathan Airchime MS-1, while others, towards the production run end, were equipped with the split version of the Leslie Supertyfon S-3L. Split, meaning the largest bell on a single horn bracket facing rearward on the long hood, and the other two bells mounted on a two-horn bracket facing forward on the short hood.

Horns: All of the 700 class GP-9's were delivered with horns the same wasy as the GP-7's as it was an EMD standard application. What you heard at trackside was a dual horn,Leslie Supertyfon S-3L - split or Leslie Supertyfon model S2M. The single tone horn was used for reverse moves.

HH660 - Alco High Hood, 1935-1964 - apparently some came in orange zebra stripe before the familiar black and silver zebra. Orange was only on the West coast. Officially added to the locomotive roster February 4, 1935, ALCO demonstrator 1 became AT&SF switcher #2300. The high hooded, 600 horsepower (hence HH600) McIntosh & Seymour 531 six cylinder four-cycle engine. Retired from active service in 1964, was sold and was in use until 1970 at least. Was rescued and restored, oldest Santa Fe diesel in existence.

M131- doodlebug, EMC model 148, 1929, 80' overall, dark green, yellow face, like aristo***** Aristo doodlebug, 21210, clearstory roof - M.131 went to California for a while working the Fresno-Corcoran local, before moving back to the middle of the system (Kansas-Oklahoma) for service in 1949 M.131 closed out service on the Arkansas City, KS-Shawnee, OK run in 1956 and was sold for scrap in 1958

M.131 and sister M.130 had baggage, smoking, and coach compartments,

M153

M154 - see trainorders.com striped front end, square radiators on top

M160 -M160 - M160 - by Brill Motorcar Company, 535 hp Gasoline-electric, built 1931. It is operational and is at a museum in Texas. The M.160 had major rebuilds in 1948 and 1952, when it was fitted with a diesel engine and components from Santa Fe's first E-1 passenger locomotive. M.160 spent much of its life on Santa Fe's vast network of rural branch lines, initially operating between Amarillo, Texas and Carlsbad, New Mexico, and later used on the Wichita, Kansas - San Angelo, Texas route. Its last service was between Carlsbad and Clovis, New Mexico on trains 25 and 26, "The Cavern," painted in the red and silver "warbonnet" paint scheme used for passenger locomotives and pulling round end chair observation number 3197. M.160 was retired in December 1966 and stored at Clovis until donation of both M.160 and 3197 in January, 1969. Moved to the Sacramento museum in 1986, but never displayed there, now back to Belen in New Mexico.

M176 - doodlebug, dark green, box over cab, had wabco A-6 on back of car, same build data as 131, the were part of an order for 21 cars delivered in 1929. - see trainorders.com, the zebra stripe scheme was dropped a few years before they adopted it for switchers. Thenew paint scheme has been referred to as the "gull wing" scheme. M.176 lost its RPO for more baggage space in 1938 M.176 spent most of its career on the eastern and middle portions of the system; a 1942 table in McCall's book shows it assigned to a main line run between Ft. Madison, IA and Kansas City, MO. Its most common post-war assignment (along with M.131) was the Little Ranger, Tr. 25 and 26 between Emporia and Winfield, KS. Both cars were dieselized in 1952 with a Caterpillar D-397 V-12. M.131 also traded its pair of traction motors for a single motor on the #2 axle salvaged from a 2-class E1 passenger diesel. M.176 closed out motor service on the Little Ranger in October 1958, and after a brief turn in freight service between Independence and Longton, KS, it went to scrap in 1960

M177 - doodlebug, dark green with yellow face. Currently at travel town in Los Angeles. One of 4 EMC model 148 cars that were never dieselized.

The Atchison, Topeka & Santa Fe Motorcar M177 was jointly constructed by the General Motors Electro-Motive Division and the Pullman Car and Manufacturing Company, in Chicago, Illinois, in September 1929. 400 horsepower.

The baggage compartment of the M177 served not only as baggage and freight compartment, but also as a Railway Post Office and as a refrigerator car (by sitting perishables on metal plates with ice blocks).

Although the M.177 did not operate in Southern California, one of the cars from the same order, the M.181, did work Santa Fe's Los Angeles-San Bernardino run for many years. The M.177 last operated on a line between Pampa, Texas, and Clinton, Oklahoma, in October 1953, when retired to Topeka, Kansas, where it remained until its donation to the Travel Town Museum in 1958. Mechanically, M.177 is a unique survivor in that it retained its original Winton gasoline engine, while other motorcars were converted to diesel. Happily, never-dieselized sister M.177 was saved and sent to Traveltown in L.A. for display. An aborted restoration effort a few years ago left the car half-finished, with a rebuilt engine but a generator still in need of rewinding, a painted cab but a primered body.

M179 - see trainorders.com, striped front end

M176 was one of six cars (M175-180) that also crammed in an RPO section

M191 - Budd RDC-1, Santa Fe rebuilt it and called it a RDC-2.
On January 22, 1956,M-191 & M192 had a wreck at Redondo junction. The RDC cars were held in Los Angeles for several months and then quietly moved because of the bad publicity, to Topeka for rebuilding. In mid-1957, the cars emerged from the Topeka Shops like new. DC 192, which was the leading car in the accident, was rebuilt with a baggage section. DC 191 was kept as it was delivered. These cars now ran between Newton and Dodge City. In this area, there were few crossings that had heavy traffic and the cars could now do local work. Later they were assigned to the El Paso -- Albuquerque run in 1965 and were retired in 1968. Here is a link to an accounting of a wreck between M191 and M192: http://www.lafire.com/famous_fires/1956-0122_SantaFeTrainWreck/1956-0122_SantaFeTrainWreck.htm ***** Aristo RDC-1, 22810

M192 - RDC-1, wrecked and rebuilt with a baggage compartment, resembled an RDC-3

MP:
The modern switchers of the "-2" era were called MP because they were "Multi
Purpose" locomotives.

NW:
"N" for switch engines stood for "Nine Hundred," the hp of the first type of
that switcher. The "W" stands for "Welded Frame." There were a small number
of NCs made during the Forties, and that ment they had Cast Frames.

PA-1/PB-1, by Alco/GE, First PA built in June 27, 1946, in celebration of ALCO's 75,000th locomotive. Styling by GE designer Ray Stevenson. Total production 247 PA and 47 PB for 16 railroads. 44 built, 1946-1968, 51LAB-62LAB, 70LA-71LA - originally came with twin Leslies, changed to 5 chime S5TR by 1962***** USAT R22404 AB set, R22504 A only ,

They were delivered with pairs of single tone Wabco E-2's, which were exchanged for five chime Leslie S-5TR's later in life. A few PA's had Nathan M5's, but the Leslie was the usual chime horn found on these units..

A few PA's had twin Leslie A-200's. The retrofit with the Leslie 5's took place circa 1961-1962.

As delivered the ATSF PA's had very plain back ends, no backup light. There were marker lamp brackets, and a couple of other small items. Later, at least by the time they got the radio antennas and Leslie M5 5 chime horns, several items had been added including the small red warning light that ATSF installed on all engines. No no evidence they ever had a true backup light

RS2 - Santa Fe had only one, 2099 . It was originally built as a demonstrator unit by Alco, the body was closer to an RS2, but the insides were an RS3, built in 1950, it was acquired from TP&W in October 1950, Santa Fe renumbered it to 2110 and painted in black/silver zebra stripe. Santa Fe later renumbered it to 2099 in May 1952. It was later repainted to blue/yellow. Retired in 1969. Class was 2099. Most RS3s were factory equipped with Wabco A2 (long bell) sounding D above middle C. There might have been a few Wabco A6 applications.

A nice b&w close in view of the 2099 appears on page 212 in John B. McCall's book: EARLY DIESEL DAZE. The zebra striped unit indeed has a Leslie A200-156 single tone horn and is located on the centerline of the cab roof facing short hood end in the undated photo. Of interest, the unit had a steam boiler and dual controls, and spent most of it's service career in passenger switching, branch line, and local passenger service.

When Santa Fe first got it, the long hood was designated the front, hence the stripes coming to a peak on the long hood and a V on the short hood (the "rear"). Some time later, the short hood was designated the front and the striping pattern was reversed to put the peak on the short hood. A photo of the unit in this later configuration is in Iron Horses of the Santa Fe Trail.

There are 2 phases of RS2 production, early and late, Feb 50 to may 50 the horsepower was increased to 1600. Santa Fe had no RS3's therefore.

There is a number 2098 is in Campo, Ca, which is former Kennecott Copper Corp. RS-2 #103 painted up to resemble a Santa Fe unit.

On the RSD-15, they were received by SF in 1959, painted in the black/silver zebra stripes with small Roman font "SANTA FE" on the long hood and the square/circle/cross on the sides of the nose. In early 1960 some were repainted with the large "Santa Fe" lettering on the long hood. In mid 1960 SF adopted the blue body/yellow ends/large "Santa Fe"/yellow upper pinstripe/square logo on nose, and the Alcos were repainted in this color scheme, which lasted until 1972, when some were repainted in the "yellow warbonnet" colors.

The RSD-15s were road units used originally on the transcon freight trains, west of Kansas City, in the late 60s they were used on the Kaiser coal train between York Canyon NM, and Fontana CA. In the 70s most of the RSD-15 were sold off to Utah Railway and Lake Superior & Ishpeming, a handful were rebuilt by SF to use in its large classification yards (such as Barstow), all were sent to scrap in the 80s.

Second best selling U boat. Built in (unoffically) six phases (I, IIa, IIb, IIc,IId, IIe) Phase I units had flat wire mesh covering the air intake and radiator grills, Delaware and Hudson was only customer. IIa wire mesh replaced with perforated corrugated sheet metal. Phase I & IIa used cast frame end plate. Replaced in Phase IIb with steel plate and extension of end platform walkways over MU recptacel to protect it. Phase IIc changed the ribbint that framed the radiator grills. Phase IId added recessed handrail area for corner steps leading up to the cab. Phase IIe used new hood door latches from 2 knucklebuster latches to single twist handle centered on door.

Slugs

Painting schemes:

FTs began with black roofs, then most changed to blue roofs in their first repaintings during and after WW2.

Freight F3s and F7s started and finished with blue roofs.

Freight F-units seem to have begun with blue ends on the FTs and also the F3s and F7s, but it appears they changed to black ends, perhaps during the later 1950s.

It appears that diesels were repainted about every three years, as there were new paint schemes introduced in 1945, 1948, 1951, and 1954 (or late 1953).

There was a time in 1954-57 when some F-unit sets still had cat- whiskers and some (most) had the new cigar bands.

Some zebra-striped switchers were not repainted to blue & yellow soon after 1960, as a few lasted in zebra as late as 1969.

FT's

The system began with the first FT pair that were received in December, 1940 as numbers 100L and 100A. The L was a cab unit and the A was a B unit. The next pair arrived on the system in January, 1941 with the numbers 101L and 101A, again with L being a cab unit and A being a B unit. These two units were renumbered as follows: 101A to 100B and 101L to 100C. Then the union said that two cabs equaled two crews and the 100C was renumbered to the 102L and lashed up with the new 102A, 102B, 102C (a B-unit) when they arrived in August, 1941 as an ABBB configuration.

It appears that the first four-unit lashup arrived in March, 1941, as the 101LABC, in an ABBA configuration.

In August, 1941, a new 100C B-unit arrived to fill out the 100LABC in an ABBB configuration. Also a 101C to make the above mentioned 101LABC into an ABBB configuration. The original 101C (A-unit) became the 103L and lead the 103LABC also as an ABBB locomotive.

Lone GP-40

The Santa Fe had one GP-40. Information here is from Ted Doskaris, Rev. Bob Miller, and references from various books, including Priest's Volume 2 of Santa Fe diesels, page 29.

First the TPW was merged into the Santa Fe. The history of the GP40, which eventually was numbered as 2964 on the Santa Fe after rebuild at San Berdno is: TPW 1000 was the lone GP40 on the TPW. It was one of 20 loaners built in 1969 by GM to fill in for Penn Central and Milwaukee Road service. When they became available to sale, all were purchased except this one lone GP40. TPW, which was a shortline running in Illinois and Indiana, bought it, painted it in their red and white scheme and numbered it 1000. When Santa Fe merged the TPW into the Santa Fe, the engine was renumbered for a short time to 3461 (behind last number of Santa Fe GP35's). In a few weeks, it was rebuilt at San Berdno, and renumbered to 2964.

The unit was built by GM with dynamics, and I (Bob Miller) have two photos of it in TPW red and white numbered 1000 and 3461, and the dynamics were still on the unit.

Now, Santa Fe also received 3 TPW GP35's, without dynamics. They were repainted and numbered from 900-902 into 3462-3464 and then again 2961-2963. These units were given dynamics purchased probably from SP scrap units. The GP40 then received number 2964. It was derated to GP38 performance levels having it's turbocharger removed, etc. It was also then re-designated as a GP38-3.

These units still look like GP40s on the outside whilst retaining their 3 rear fans. UP identified them with small script on the side of the loco as GP38-3. I (Ted Doskaris) spotted one that is typically located in the South San Francisco area.

This is not uncommon railroad company practice, as Union Pacific, similarly, de-rated many GP40s and designated them as GP38-3s, too.

There is a report that 5 GP35's and the 2964 were in a wreck at Pico Rivera in 1988 and all six units were scrapped.

Horns:

On CF7's, there have been pictures portraying CF7's running in the Los Angeles area with various 5-chimes. According to the liner notes, the horns were inherited from the F-units from which the CF7's were built. One recording is of a K5LA...but Santa Fe was out of the passenger business by the time the K5LA was developed for Amtrak in the id-70's. the K5 and the various perfectly tuned 5's and P5's also on the tape were installed on the CF7's by local horn aficionados and sympathetic crews. Some CF7's apparently DID legitimately inherit S-5TR's, A-200's, or Wabco E-2's from F-units.

There were some mass-produced horn types that Santa Fe seemingly "never" used. These include Nathan's M3, P3, P5, and K5's of all types.

It's maybe also worth noting that Leslie's early Supertyfons were notoriously easily fouled by dirty or oily supply air, leading to intermittent squealing or failure by some bells. but there's the potential for a lot of variation in the sound. The Nathan M5, unlike the Leslie Supertyfon, was actually supposed to be retuned and voiced every few years. Some roads like Southern and Western Pacific diligently attended to keeping their M's sounding good, but Santa Fe, with a relatively small number of M's in its fleet, may not have. The horns would have gone out of voice and some bells would have failed entirely after years of neglect.

If you want to see and hear the various horns mentioned above, wander over to http://atsf.railfan.net/airhorns .

the FP45's were built with Leslie S-3L's, which were soon replaced with S-5T's, then slowly back to S-3L's again, with some ending up with Nathan K3LA's. The PA1's were built with pairs of Wabco E-2's, which were replaced by and large with Leslie S-5T's, although a handful of photos exist of PA's with Nathan M5's.